Adventure Motorcycle (ADVMoto) – July-August 2019

washers from the factory versus having owners ride off with

bouncy soft suspension? We’ve seen big improvements in

stock suspensions, even on budget bikes, over the last few

years and we’d like that to continue. Perhaps the new DR-Z450

could utilize the suspension and swingarm from the RM-Z450,

creating an excellent choice for those looking to dabble in the

world of rally racing.

Skin and Bones

Should Suzuki decide to recycle the DR-Z’s frame, we’d still end

up with a great bike at an affordable price point. As it stands, the

DR-Z400S weighs around 300 pounds. Adding extra plastics and

other features, we’d ideally like to keep the weight in the mid to

upper 300s while keeping the dealer cost around $8,000. The art

for our “dream” DR-Z450 concept design utilizes the current DR-Z

frame and plastics from the tank rearward. All it really needs is a

new front end to host a larger, five-gallon tank and better wind

protection with a more aggressively modern “Rally” look.

We’d also like the bike’s skeleton to sustain off-road abuse

while loaded with at least 50 lb. of luggage. When

fully loaded, or with heavier riders, the G-forces

which big hits place on the bike’s body

and suspension can break

mounting points and even frames. Upgrades would

include having at least four vertically mounted top rack

attachment points which sit atop the rear frame rails, with

ample places to secure straps. The current model utilizes

two horizontal seat-retaining bolts which are both struc-

turally weak and inconvenient to work with. Being able

to remove the seat with a key or release latch would also

be a welcome modification.

In an ideal world, an updated frame is where the

DR-Z could significantly improve. The oil-in-frame

design is long in the tooth and needs to be updated.

Using the frame from the RMX450Z would be Suzuki’s

most challenging and costly upgrade to the bike, but

it would shave lots of weight from the new DR-Zs.

The RMX’s light frame is already optimized to offer

high rigidity and durability. If Suzuki can get a rally-

style bike with wet weight under 320 lb., we’d have a

power-to-weight ratio most riders would be happy

with. Although it would no doubt come at extra cost,

customers deciding between the Honda CRF450L and

KTM 500 EXC might have a more practical option on

the table.

48 July/August 2019